Train control apparatus



Feb. 19, 19 35. c C FARMER ET AL 1,991,889

TRAIN CONTROL APPARATUS Original Filed Feb. 15, 1924 5 Sheets-Sheet 1INVENTORS CLYDE c. F'ARMER AND THOMAS HTHOMAS ATTORNEY Feb. 19, 1935. c.c.- FARMER ET AL. 1,

TRAIN CONTROL APPARATUS Original Filed Feb. 15, 1924 5 speets-sheet 2-lNVENTOR cwoz c FARMER THoMAs CCT oMAs ATTORNEY Feb. 19, c FARMER ET ALTRAIN CONTROL APPARATUS Original Filed Feb. 15, 1924 5 SheetsSheet 5 19INVENTOR CLYDE g r RMER THOMAAS HTHOMAS ATTORN Patented Feb. 19, 1935UNITED, STATES ATE OFFICE Clyde C. Farmer, Pittsburgh, and Thomas H.Thomas, Edgewood, Pa., assignors to The Westinghouse Air Brake Company,Wilmerding, Pa., a corporation of Pennsylvania Application February 15.1924, serial No. 692,970

Renewed November 3, 1926 53 Claims. (01. sor -1s) This invention relatesto an automatic train means for cutting the two stage brake pipereducspeed control equipment adapted to control the tion feature out ofaction under certain condispeed of the train in accordance with thesignal tions. l I indication. 1 v I p Another object ofour invention isto provide 5 ,'Although a train may be equipped with anaumeans forensuring that when the engineer ma- .5

tomatic speed control apparatus for automatically nipulates the brakevalve to effect a reduction in controlling the'speed in accordance withthesigbrake pipe pressure,v he must make a predeternal indication, it isconsidered desirable to ensure mined reduction in brake pipe pressure,or the that the engineer is attending to his duties at all train controlapparatus. will act,

times and it is therefore desirable to compel the Another objectis toprovide means for prevent- 1 0 engineer, under penalty, to keep thespeed of the ing the train. control apparatus from acting, if trainwithin the speed limit required by the sigthe engineer makes apredetermined reduction nal indication, by his own acts. inrbrakepipefpressure within a predetermined Accordinglymne, feature of ourinvention conperiod of time.

' l5 sists in providing a train speed control equip- Another object isto provide means for preventv ment, in which, when the signal indicationing'failure ,to function properly due to possible changes from a morefavorable to a less favorleakagepast the equalizing discharge valve whenable condition, the engineer will be required, unsaid valve'is in itsclosed position.

der penalty, to make an application of the brakes Anotherobject'is toprovide means for permitsuflicient to bring the speed of the train downting the use of fluid in the train control appara- 20 toor below thespeed limit as indicated by the his at a predet rmi Pressure 1655 thanthe signal indication and furthermore, he must also main reservoir preswhile at e Same e acknowledge the signalindication, under certain p ovido 11 of main reservoir Pressure conditions, even if the speed of thetrain in passat the brake valve, in order to avoid the deposit i signalindication is below the speed limit and condensation of moisture in thetrain control 25 quired by the signal indication. apparatus.

It is well known that a train, particularly a I Another object is toprovide an improved brake long train, can be handled more smoothly byvalve device for use in .connectionwith a train making a graduatedrather than a continuous Control. q p a r 3 application of the brakes,since when a heavy, A t e j c s o generally p y e Y continuous reductionin brakepipe pressure is train c ntr l p ra s to reduce he num effected,there is danger that the brakes will be h r fw rk ns parts to a m. i iapplied at the head end of the train before they ot er Obj cts aadvantages Will be'apparent are applied at the rear end, and withsuchforce in the following more deta d description of th 35, as to causethe slack of the train to run in harshly invention. a i and thus causedangerous shocks, In the accompanying drawings; Fig. l is a To preventthis, it has been the practice to first diagrammatic view, partly insection, of an automake a light reduction in brake pipe'pressure,Ina-tic train speed control equipment embodying and then, after movingthe brake valve handle our improvements; Fig. 2 a central sectional 40to lap position and holdingthe same there, until view of the brakeapplication [valve unit of the 40 the brake pipe exhaust ceases, toeffect a-further train control equipment; Fig. 3a diagram illusheavierreduction in brake pipe pressure. This trating the operation when amedium speed method of applying the brakes is known as a signalindication is received; and Fig. 4 a diasplit reduction or twoapplication stop. a gram illustrating the operation when a low 5 Thesame condition would obtain where the speed signal indication isreceived. reduction in brake pipe pressure to effect an ap- In general,the train control equipment may plication of the brakes is made by theoperation comprise a governor valve unit, a brake applicaof an automatictrain control equipment and tion valve unit, a brakevalve device 1, andan therefore another feature of our invention conacknowledging valvedevice 2.

sists in providing means associated with an au-' The governor valve unitmay comprise a'cen- 59 toniatic train control equipment forautomatitrifugal governor portion 3, a change speed valve callyeffecting a two stage reduction in brake portioni'atiming portion 5, anda magnet and pipe pressure when the train control apparatus pipe bracketportion 6. The governor portion operates to eifect an application of thebrakes. 3 comprises a rotatable member 7 having a pinion Anotherfeatureof our invention is to provide 8 meshing with a pinion 9, the pinion 9being .5-

operatively connected with a locomotive axle so as to rotate at a speedwhich varies according to the speed of the train. The member 7 carriesgovernor balls 10 adapted to operate a spindle 11 in accordance with thespeed of the train. A cross head 12 is carried by the spindle 11 and isadapted to operate a series of governor valves 13, 14, and 15, and blowdown timing valves 16 and 1'7.

The change speed valve portion 4 comprises a casing containing a highspeed valve device, a medium speed valve device, and an acknowledgingpilot valve device.

The high speed valve devicecomprises a piston 18 contained in pistonchamber 19 and a slide valve 20 contained in valve chamber 21 andadapted to be operated by piston 18. The medium speed valve devicecomprises a piston 22 contained in piston chamber 23 and a slide valve24 contained in valve chamber 25 and adapted to be operated by piston22. The acknowledging pilot valve device may comprise a piston 26 con,-tained in piston chamber 265, a valve piston 27 contained in valvechamber 28, and a valve 29 contained in valve chamber 30, said valvepiston 2'7 and the valve 29 being operable by piston 26.

The timing portion 5 comprises a casing containing a high to mediumspeed timing valve device and a medium to low speed timing valve device.The high to medium speed timing valve device comprises a flexiblediaphragm 31 subject on one side to the pressure in diaphragm chamber 32and on the opposite side to the pressure of a coil spring 33, and adouble beat valve 34, contained in valve chamber 35 and operable by thediaphragm 31. The'medium to low speed timing valve device comprises aflexible diaphragm 36, subject on one side to the pressure in adiaphragm chamber 37 and on the opposite side to the pressure of a coilspring 38, a valve 39 contained in spring and valve chamber 40, and avalve 41 contained in valve chamber 42, said valves being operable bythe diaphragm 36.

The magnet and pipe bracket portion 6 comprises a casing to which allthe controlling pipes of the governor unit are connected and containinga high speed magnet valve device and a medium speed magnet valve device.The high speed magnet valve device comprises a magnet 43 and valves 44and 45 operable by said magnet. The medium speed magnet valve devicecomprises a magnet 46 and valves 4'7 and 48 operable by the magnet 46.

The brake application valve unit comprises a pipe bracket portion 49, abrake pipe reduction ensuring and brake application suppressing portion50, a brake application portion 51, a split reduction cut-out portion52, and an equalizing discharge valve portion 53.

The pipe bracket portion 49 comprises a casing to which all ofcontrolling pipes of the brake application valve unit are connected andcontaining a first reduction reservoir 54, a second reduction reservoir55, and timing reservoir No. 1, and a timing reservoir No. 2.

The brake pipe reduction ensuring and brake application suppressingportion 50 comprise a casing containing a brake pipe reduction ensuringvalve device and a brake application suppressing valve device. The brakepipe reduction ensuring valve device may comprise a flexible diaphragm56 subject to the opposing fluid pressures in diaphragm chambers 57 and58, and adapted to operate valves 59 and 60 contained in valve chamber61. The brake application suppressing valve device may comprise aflexible diaphragm 62, subject on one side to the pressure in diaphragmchamber 63 and adapted to operate valves 64 and 65 contained in valvechamber 66.

The brake application portion 51 comprises a casing containing a brakeapplication valve device, a pilot piston valve device, a reductiontimingvalve device, and a reduction hold back valve device. The brakeapplication valve device may comprise a piston 67 contained in pistonchamber 68, and a slide valve 69, contained in valve chamber '70 andadapted to be operated by piston 6'1. The pilot piston valve device maycomprise a piston 71, contained in piston chamber 72 and a slide valve'73, contained in valve chamber 74,

and adapted to be operated by piston '71.

The reduction timing valve device may comprise-a piston '75 subjectonone side to the pressure in piston chamber '76 and a valve 7'1,contained in the valve and piston chamber 78 and adapted to be operatedby piston'75. The reduction hold back valve device may comprise a piston'79, subject on one side to the pressure in piston chamber 80, and avalve 81, contained in valve chamber 82 and adapted to be operated bypiston '79. r

The split reduction'cut-out'portion 52 contains a piston'83, containedin piston chamber 84, and a slide valve 85, contained in valve chamber86 and adapted to be operated by piston 83. The equalizing dischargevalve portion 53 contains an equalizing discharge valve mechanismcomprising a piston 87 having a chamber 88 at one side connected throughpipe and passage 89 to an equalizing reservoir 90, and a valve 91contained in chamber-92 at the opposite-side of the piston and adaptedto be operated by said piston.

The portion 53 also contains a reduction safety valve device comprisinga flexible diaphragm 93, subject on one side to the pressure indiaphragm chamber 94, and a valve 95, contained in valve and diaphragmchamber 96, and adapted to be operated by said diaphragm.

The brake valve device 1 may comprise an upper casing section, a lowercasing section and an intermediate casing section and contained in theintermediate casing section is a valve chamber 97 containing an upperrotary valve 98 and a lower rotary valve 99, both adapted to be operatedby handle 100. The upper casing section contains a release valvedevicecomprising a piston 101 subject on one side to the pressure in pistonchamber 102, and a valve 103, contained in valve chamber104 and adaptedto be operated by piston 101. The acknowledging valve device 2 maycomprise a casing having a valve chamber 105 containing a rotary valve106 adapted to be operated by handle 107. Y

The equalizing discharge valve mechanism for the brake valve device'isalso the equalizing discharge valve mechanism of the train controlapparatus and is associated with the brake application valve unit, ashereinbefore described.

With the brake valve inrunning. position, as shown in Fig. 1, the brakepipe 108 is maintained charged to the standard pressure from the mainreservoir 109, from which fluid flows through pipe and passage 110 tovalve chamber 70 and thence, with the slide valve 69 in the normalrelease position as shown, through pipe and passage 111 to the rotaryvalve chamber 9'1 01 the brake valve device. In running position, fluidissupthe usual pressure reducing feed valve device 113to the brake pipe108 by way ofcavity 114 rotary valve 99.

The brake pipe 108 is connected-win the usual manner to the, pistonchamber 92 of the equalizdischarge, valve mechanism and, is'also'connected to thediaphra'gm chamber 58 of the reduction ensuring valvedevice.

.A suppression limiting. reservoir 115 is com .nected' to pipe andpassage 116 which leads to through pipe 120 and cavity 121 in. therotary valve 98 with an atmospheric exhaust 122..

. The equalizing reservoir 90 and the piston chamber 88 of theequalizing discharge valve mechanism are charged to brake pipe pressureby way of, cavity 123. in the rotary valve 99, pipe and; passage 124,and cavity 125 in application slide valve 69.

The valve chamber 74 of the pilot valve device charged with fluid at apressure less than main reservoir pressure by way of a feed or reducingvalve device 126 andpipe and passage 127. The valve chamber 86 of thesplit reduction cut-ofi valve device is. also charged with fluid frompassage127, as well as the piston chamber 105 of the acknowledging valve2.

Assumingthat the train is running under a high speed signalindicationthe high speed magnet 43 will be energized and the mediumspeed magnet 46 deenergized. The valve 44 will then be seated and thevalve 45 unseated so as to supplyfiuid atfeedvalve pressure from pipe127 to passage 128, leading to piston chamber 190f the high speed valvedevice, and since the valve chamber 21 is also charged with fluid fromthe pipe and passage 127, the piston 18 will be held in its innerposition by spring 129. In this position, the slide valve 20-openscommunication from. valve chamber 21 through passage 130 to diaphragmchamber 32 of the high to mediuni timing valve device and to the hightomedium reservoir 131, so that said chamber and reservoir arecharged-with fluid .atfeed valve pressure.

'Ihe diaphragm31 then moves the valve 34 to close communication frompassage 132 to passage 133. Passage 132 leads from piston chamber 72 ofthe pilot valve device past the open valve 64 of the applicationsuppressing valve device and passage 133 leads to the medium speedgovernor valve 13, so that communication is now out off from the pilotpiston 71 to the medium speed governor valve 13.

In the high speed position of slide valve 20, the diaphragm chamber 37of the medium to low timing valve device and the medium to low reservoir134 are also charged, with feed valve pressure from valve chamber 21through port 135 in slide valve 20 and passage 136, so that diaphragm36- is operated to close valve 39. and open valve 41. Fluidat'feed valvepressure is then supplied from feed valve passage 127 to passage 137,leading'to the piston chamber 23 of themedium speed valve device; The.medium speed piston 22 being thus subject to feed valve pressure on itsopposite sides, the piston will be shifted to its inner position byspring 138. In this po sition, the slide valve 24 connects the stopresera voir 139-through passage 140 and cavity 141 in slide valve 24.with an atmospheric exhaust port.

With the'train running at a speed above the .mediumspeed limit, thespeed governor will operate the cross head 12 so that the medium speedgovernor valve 13 will be open, connecting pipe and'passage' 133 to theatmosphere. Pipe and passage 133' leads to piston chamber 84 of thesplit reduction cut-out. valve device, so that piston 83 will be shiftedto its outer position by feed valve pressure in valve chamber 86. Inthis position, the slide valve 85, through cavity 142, connects passage143, leading to the second reduction reservoir 55 With'passage 144leading to-the first reduction reservoir 54, so that the two reservoirsoperate as a singlereservoir, the split reduction feature, to behereinafter described, being thus cut out of action, passage 144 isconnected to exhaust, port 149 through. a port in slide valve 69, whenthe application piston 67 is in itsnormal release position, so that bothreduction reservoirs 54 and 55 are now maintained at atmosphericpressure.

The pipe and passage 132 is connectedto the high speed governor valve15, so that if'the speed of the train should exceed the high speedlimit, the speed governor will operate the cross head 12 to open thehigh speed valve 15. When valve 15 is opened fiuidunder pressure isvented'to the atmosphere from pipe and passage 132 and the pistonchamber 72 of the pilot valve device, causing the movement of piston]71-" to its outer position by feed valve pressurerin valve chamber 74.In this position, communication from "valve.

chamber 70 through passage 145, cavity 146 and passage 147 leading topiston chamber'68 is cut off, and passage 147 is connected through said90 and the equalizing discharge piston chamber 1 88 withpassage 144,leading to the first reduction reservoir 54, I

The port 150 includes a restricted portionl51 corresponding with theusual preliminary discharge port of the standard brake valve, so thatiluidisvented from the equalizing reservoir at the same rate as would bethe case with a brake valve when moved to service application position.The combined volumes of the first and the second reduction reservoirsare such that the equalizing reservoir pressure upon equalization intothe reduction reservoirs will correspond with a full, service reductionin brake'pipe pressure which would be twenty-five poundswith a standardbrake pipe pressure of seventy pounds.

The piston 87 is operated by the reduction in equalizing reservoirpressure to open the discharge valve 91, so that fluid is vented fromthe brake pipe 108 to a passage 152, leading to piston chamber 76 of thereductiontiming valve device. Piston 75 is then shifted outwardly, sothat an exhaust passage 153 having a restriction 157, is opened tochamber 76. Fluid is also vented from the brake pipe byway of passage154 containing a non-return check valve 155 and a restricted exhaustport 156, and the exhaust passage ;152 is also connected through apassage 158 in the application slide valve'69 containing a restrictedport 159 with exhaust port- 149.

, The areas of the three restricted exhaust, ports charge from the brakepipe is'equal to that produced when the equalizing discharge valve isfully opened in the standard brake valve. The pressure of fluid ventedfrom. the brake pipe through passage 154 acts in chamber 94 of thereduction safety valve device, so that diaphragm 93 is moved upwardly toclose the valve 95.-

Thebrake pipe'pressure will continue to reduce by operation of thedischarge valve 91 until a full service application'of the-brakes hasbeen effected or until the speed of the train has been reduced below thehigh speed limit. If the speed of the trainhas been'reduced below thehigh speed limit, the high speed governor valve 15 will close and theengineer'may release the brakes by turning the brake valve handle to lapposition for a short period and then to release position. When theapplication slide valve 69 is moved to application position, a pipe andpassage 160, leading to the valve chamber 104 of the release pilot valvedevice is connected, through cavity 161, with passage 132.

In running position of the brake valve, fluid under pressure is suppliedthrough a port 162 to piston chamber 102, so that the piston 101operates to hold the valve 103 open, connecting passage 160 with theatmosphere.

As a consequence, so long as the brake valve remains in runningposition, the passage 132 and piston chamber '72 of the pilot pistonvalve device will be open to the atmosphere, even though the high speedgovernor valve 15 should close and the pilot piston 71 will bemaintained in its brake applying position.

When the engineer moves the brake valve handle'to lap position, thepiston chamber 102 is vented to the atmosphere, permitting the valve 103to move so as to cut ofi the exhaust through passage 160. The pressurein piston chamber '72 can then build up by equalization through port 163in piston 71, permitting spring 164 to shift piston '71 back to releaseposition.

In this position, fluid is supplied from valve chamber '70 throughpassage 145, cavity 146, and passage 147 to piston chamber 68, thusequalizing the fluid pressures on opposite sides of piston 6'7 andpermitting spring 165 to shift piston 67 to release position. Theengineer can now release the brakes by moving the brake valve to releaseposition, in which the brake pipe is recharged in the usual manner.

If the signal indication be changed from high speed to medium speed andthe train is running at a speed exceeding the medium speed limit, theindication should be acknowleded at once by the engineer making a fullservice application of the brakes to reduce the speed of the train belowthe medium speed limit, it being noted that under the above conditionsthe acknowledging valve handle 10? need not be operated.

If the engineer fails to acknowledge the signal indication by making afull service application of the brakes, and if the full servicereduction in brake pipe pressure is not effected in a predeterminedtime, the train control apparatus will then operate to produce anapplication of the brakes.

When the engineer moves the brake valve to service application position,the upper rotary valve 98 connects pipe 116, through a cavity in therotary valve, with pipe 120, so that fluid is vented from the normallycharged suppression reservoir to the reduction reservoir 119, which isnow at atmospheric pressure. The pressures .157, 156, and 159 are suchthat the rate of disin the two reservoirs equalize at a predeterminedpressure, say fifty pounds, when the standard brake pipe pressure isseventy pounds, so that the reduction in pressure amounts to twentypounds.

The pipe and passage 116 'is connected 'to'the diaphragm chamber 57 ofthe reduction ensuring valve device so that the pressure in said chamberis also reduced twenty pounds. In service position of the brake valve,pipe 124 is connected, through a cavity in thelower rotary valve 99 withan atmospheric exhaust port,v so that fluid is vented from theequalizing reservoir 90 and the piston chamber 88 of the equalizingdischarge valve mechanism by way of passage 89, cavity 125 inapplication slide valve 69' and pipe 124;" The reduction in pressure inthe reservoir causes the movement of the equalizing piston 87 by thehigher brake pipe pressure acting in chamber 92, so that the valve 91 isopened to discharge fluid under pressure from the brake pipe 108 andthereby effect an application ofthe brakes. I

Fluid is vented from the brake pipe by the opening of the dischargevalve 91 through passage 152 to piston chamber '76'of the reductiontiming valve device. Piston 75 is operated to close the valve 77 anduncover port 153 so that fluid is vented at this point at a ratedetermined by the restricted port 157. Fluid is also vented throughpassage 154, past the check valve 155mm outet the restricted atmosphericport 156. From passage 152, the discharge from the brake pipe flowsthrough a cavity 166 and passage 167 past check valve 168 to chamber 63of the application suppressing valve device and thence to timingreservoir No. 2 and valve chamber ,61 byway 0! pasage 169. The pressurein chamber 5'1being the reduced suppression reservoir pressure, thehigher brake pipe pressure in chamber 58 holds the diaphragm 56 in itslower position, opening the 'valve 59 and seating valve 60. Fluid istherefore vented from passage 169 past the valve 59 through a restrictedexhaust port 170.

The venting of fluid from the brake pipe to chamber 63 causes the upwardmovement of diaphragm 62, so as to unseat'valve 65 and seat the valve64. The seating of 'valve 64 cuts '08 communication through passage'132,so that the pilot piston 71 is cut oif from the medium speed governorvalve 13 and thus the operation or the pilot valve device and theapplication valve device is prevented so long as the valve 64 of theapplication suppressing valve device remains seated.

If the brake pipe pressure is reduced 9. predetermined amount,preferably a full service reduction, or about twenty-five pounds, wherethe standard brake pipe pressure is seventy pounds, the brake pipepressure in chamber 58 being slightly less than the suppressionreservoir pressure in chamber 57, the diaphragm 56 will be operated toopen valve 60 and close valve 59;. The closing of valve 59 cuts off theventing or fluid from the chamber 63 and the timing reser voir No. 2, sothat the pressure therein is bottled up and the diaphragm is held inposition to muntain the valve 64 closed, thus preventing the'operationof the pilot piston valve device.

When the reduction ensuring valve device has been operated upon apredetermined reduction in brake pipe pressure to close the valve 59,the valve 60 will be unseated, so that hold under pres sure will then besupplied from the brake pipe to the chamber 63 by way of passage 108,past the open valve 60, to passage 169 and thence through gee-gees a "bypass around the check valve 168 teem-mber 63. The pressure in chamber"63 will thus be maintained after the equalizing discharge valve 91 isclosed and thereby the suppressing valve device will be maintained inits suppressing position, so long as the brakes, remain applied.

If the reduction in brake pipe pressure is less than the predeterminedamount, then when the discharge valve 91 closes, since the discharge offluid from the brake -pipe is cut oil, the pressure in chamber 63 and inthe timing reservoir No. 2 will bleed down through the restrictedportand after a predetermined short period of time, the diaphragm will bepermitted to move downwardly and the valve 64 will be opened toestablish communication through the passage 132.

If under the above condition, the speed of the train exceeds'the mediumspeed limit, the pas sage 132 will be connected to the 'open'mediumspeed governor valve 13 as follows.

Upon receiving a medium speed signal indication, the high speed magnet43 "will be deenergized and the medium speed magnet 46 energized. Whenthe high speed magnet 43 is deene'rgize'd, the valve 45. will be seatedand thev valve 4'4 opened, so-that fluid is vented from pistonch'anrber'19 of the high speed piston 18,.through pas-;

sage 128 to the atmospheric exhaust controlled by valve 44'. I'he'highspeed piston 18 consequently shifts the valve'20 to its outer position.

The energiz'ation of the medium speed magnet 46 operates to close thevalve 47 and open the valve 48, so that passage 136 leading to chamber37 of the medium to low timing valve device and to the' medium to lowtiming reservoir 1 34 is connected with feed valve pas's'ag'e 127through cavity 1'71 in slidevalve 20 and passage 1'72. The me'dium'tolow speed timing reservoir 134 and chamber 37 of the medium to lowtiming valve deviceare thus maintained charged with fluid at feed valvepressure while the train control apparatus is operating under a mediumspeed signal indication. V

In the outer position of :the slide valve 20,-the high to mediumreservoir 1-31 and the chamber 32 of the high to medium timing valvedevice are connected to the high tomedium blow down timing valve 16 byway of passage 130, cavity 1'73 in slide valve 20 and passage 174.

When the pressure in the reservoir 131 and chamber 32 has been reducedto a predetermined degree, dependent on the speed of the train and theconsequent size of vent opening created by the valve 16, the diaphragm31 will be operated so as to cause the double beat valve 34 to opencommunication from passage 132 to passage 133. This establishes.communication from the pilot piston chamber '72 to the medium speedgovernor valve 13, and if the speed of the train exceeds the mediumspeed limit, the valve 13 will be as hereinbefore described inconnection with a trainrunningin a high speed block and exceeding thehigh speed limit.

It will thus be seen that if the engineer makes a service application ofthe brakes 'but fails to make a full service reduction in brake pipepressure, theautomatic train control apparatus will be cut in and willoperate to effect a-further reduction in brake lpipe pressure,providedthe train is at a high speed exceeding the medium speed limit.In fact, when the brakes are ap plied 'by'operation of the train controlappamatus as above described, a full service reduction in brake :pipepressure is made in addition to what 'viding the timing reservoir No.2which functions as follows: When the first reduction in brake pipepressure is made by the engineer and as soon as the discharge from thebrake pipe ceases through the closing of the discharge valve 91,- thevalve 59 will remain open, since the reduction in brake pipe pressurehas not been suflic'ient to' effect the movement of the diaphragm 56 toclose the valve 59 but the diaphragm 62 will not be immediately.operated, because said diaphragm will remain in its upper position,until the pressure in the timing reservoir No. 2 and in cha'mb'er 63 hasbeen reduced by escape through the restricted port 170. The delay in theoperation of diaphragm 62 is suflici'ent to permit the engineer to movethe brake valvehandle from lap position afterthe first reduction inbrake pipe pressure ceases, back to service position, for the purpose ofeffecting thesecond reduction in brake pipe pressure and if the secondreduction in brake pipe pressure is sufficient to produce a full servicereduction in brake pipe pressure the operation of the train controlapparatus to efiect an application :of the brakes will be suppressed.

If the engineer does not make the second reduction in brake pipepressure within the time permittedby the venting of pressurefromthe'timing reservoir No. 2 and to a degree correspending with afull'servioeapplication of the brakes; the train control apparatus willfunction, as will 'be understood. I

It will be further understood that should the engineer fail to makeanybrake application, the train control apparatus will functionashereinbefore'des'cribed'if the speed exceeds the medium speed limit, toeffect arr-application of the brakes.

If the brake application is produced by the operation of thetraincontrol apparatus instead of by the engineer manipulating the brakevalve, a delay penalty is imposed by requiring a longer time-to'effectthe release of the brakes. This is due to-the fact that when the traincontrol apparatus functions, the pipe and passage 132 is vented by theunseating of the medium speed valve 13 and beforethe brakes can bereleased, the medium speed valve must close and the pipe and passage 132must be recharged. The additional time required to recharge the pipe 132before the brakes can be released provides the time penalty, when theengineer fails to apply the brakes upon passing a signal indication setat medium speed,

The passage 132 is recharged through the restricted port 163 in piston71 and also by way of a restricted port leading from the feed valvepassage 127 to passage 132. V

In order to release the brakes after thebrakes have been applied byoperation of the train control apparatus, the brake valve handlemustfirst be-moved to lap position, in which the supplyof fluid to thechamber 102 of the release pilotvalve device is cutoff and said chamberis "connected to the exhaust through a cavity in the upper rotary valve98. The piston 101 then shifts the valve 103 to its seat, cutting offthe exhaust port 176 from the,passage 160. Passage 160 is connected inthe application'position of application slide valve 69 through cavity161 with passage 132, so that closing the exhaust port 176 permits thepassage 132 to be recharged as soon as the medium speed governor valve13 closes.

.When the passage. 132 has been recharged and the application valvedevice has been returned to release position by the movement of thepilot valve device to release position, the brake valve handle may bemoved to release p0sition,,so as to recharge the brake pipe and thuseffect the release of the brakes.

When the speed of the train is below the medium speed limit, the mediumspeed governor valve 13 will be closed and the passage 133 being out 01ffrom the atmosphere, fluid pressure equalizes through a restricted port177 in the piston 83 of the split reduction cut-out valve device to thepiston chamber 84, permitting spring 178 to move piston 83 and valve totheir inner position, in which the split reduction feature is out in, aswill be hereinafter described.

-When a trainv receives a low speed signal indication, the engineer,upon noting the change in the signal indication should move theacknowledging valve device handle 107 to acknowledging position, andshould make an application of the brakes to reduce the speed of thetrain below the low speed limit and this action must be effected withina predetermined period of time as determined by the blowing down of themedium to low reservoir pressure.

With the acknowledging handle 107 in its normal position, as shown inFig. 1, the acknowledging reservoir 179 will be connected, through acavity 180 in the rotary valve 106, with feed valve pipe 127, so thatsaid reservoir is normally charged with fluid under pressure. When thehandle 107 is turned to acknowledging position, the reservoir 179 isconnected, through a cavity in the rotary valve 106, with pipe andpassage 181, communication through which is established byway of cavity182 in the application slidevalve 69 when said valve is in releaseposition.

Fluid under pressure is then supplied through pipe and passage 181 topiston chamber 26 of the acknowledging pilot valve device and the piston26 is shifted to its inner position, opening the valve 29 and causingthe valve piston 27 to cut off communication from passage leading tostop reservoir 139 to the seat of slide valve 24. The opening of valve29 permits flow of fluid under pressure from valve chamber 21, which isconnected by passage 183 with chamber 30, to passage 140, so that thestop reservoir 139 is charged with fluid under pressure.

The piston chamber 26 is connected to the atmosphere through arestricted port 184, of such size that the chamber 26* and theacknowledging reservoir 179 will blow down in a predetermined period oftime, such as thirty seconds. After the pressure has been reduced, thepiston 26 will return to its normal outer position. The result ofacknowledging the low speed signal indication will depend upon the speedof the train at the time the signal indication is received.

Before describing the results of acknowledging or not acknowledging whena low speed indication is received we will describe the generaloperation of the apparatus upon receiving a low speed signal indication;Referring more particularly to thediagram; Fig. 4, when a low speedindication is received, the medium speed magnet 46 is deenergized, andthe high speed magnet 43 will remain deenergized, as-it was under amedium speed indication.

The high speed piston 18 willthereiore remain, in its outer position, aswas the case when under a medium speed indication and the medium speedmagnet 46 being deenergized, the valve 48 will be seated and thevalve47. opened, the chamber 37 of the medium to low timing valve deviceand the medium to low reservoir 134 will be be 'connected to the mediumto low blow down timing valve 17 by way of passage 136, cavity 171 inslide valve 20, and through passage 172, past the open valve 47 to theblow downvalve 17. When the pressure in the reservoir 134 has been blowndown to a predetermined degree, dependent upon the speed of the trainand the consequent size of the vent openingcreated by the. operation ofvalve 17; the diaphragm 36 will be operated, so that the valve 41 willclose and the valve 39 open. Fluid is then vented from piston chamber 23through passage'l37 past the open valve 39 to the atmosphere, andthe'medium speed piston 22 will be shifted to its outer position, movingvalve I 24 to its outer position. r

In this position, the low speed governor valve 14 is connected to pipeand passage 132 through passage 184 and cavity 185 in slide valve '24.Passage 132 contains a check valve 186 for preventing flow through saidpassage in one direction.

Cavity 185 also connects passage 132 with pas sage 140, so that if theacknowledging piston 26 has not been moved by the engineer acknowledgingthe signal indication, the passage 132 will be connected to the stopreservoir 139.

If the engineer fails to acknowledge the low speed signal indication bymoving the handle 107,

but makes an application of the brakes by operat application of thebrakes, but the engineer mustacknowledge the signal indication by movingthe acknowledging handle 107 and if he fails to do so,

then when a low speed signal indication is re-" ceived, the passage 132will be connected to the stop reservoir 139 and even though the lowspeed governor valve 14 be closed, the reservoir 139 being atatmospheric pressure, the passage'132 will be vented to the reservoir139 and this will cause the operation of the-pilot piston 71 and therebythe operation of the application piston 67- to effect an application ofthe brakes in the manner hereinbefore described except in this case, dueto the medium speed valve 13 being closed, the split reduction cut-outpiston 83 will be in its inner position, so that the reduction in brakepipe pressure will be effected in two stages.

When in the split reduction position, the slide valve 85 cuts offcommunication from passage 143 to passage 144 and thus between thereduction reservoirs 54 and 55, so that upon movement oi the applicationslide valve 69 to application posi-- tion, the equalizing reservoir 90is equalized only into the reduction reservoir 54 byway of passsage 89,cavity in slide valve 69 and passage 144.

The reduction in equalizing reservoir pressure thus efiected operatesthe equalizing discharge Y aided by the spring 187.

to. exhaust passage 153.

piston 87 to open the discharge valve 91, sothat fluid is vented fromthe brake pipe 108 to passage 152;. Thence the vented-fluid flows to.chamber 76 and operates the valve piston 75 to open the restricted ventport 157 and to close the valve 77. Fluid is also-vented through passage154, past the check valve 155, to the timing reservoir No.1, to therestricted vent port 156 and also to the chamber 94 of the diaphragm 93.

Fluid pressure equalizing into the reduction reservoir 54 also fiowsfrompassage 144 to the under sideof the reduction holdgback valve 79 andalso to the outer seated area of said valve piston, while the innerseated area of said valve piston is open to the reduction reservoir, 55,which is now at atmospheric pressure, ,by way of passage 143. The valvepiston-.79 will therefore be maintained in its-upper position by thehigher fluid pressure acting below said piston,

Whenthe discharge valve 91 closes, due to the brake pipe-pressure beingreduced to equalthe reduced pressure in the equalizing reservoir, aseffected :by the reduction reservoir 54, the venting of brake pipepressure ceases, and the timing valve piston 75 willqreturn to its upperposition. The checkvalve 77wil1 then unseat, permitting the venting offluid from the under side of piston 79 through passage 188, past theopen valve 77 The pressure in reduction reservoir 54, acting on theouterexposed upperseated area of valve piston -'i '9 then operates toshift the valve piston downwardly to its lower seat. The downwardmovement of the valve piston unseats the valve 81, so that the chamberwithin the lower seat of the valve piston is vented to. the atmosphereto maintainthe valve piston in its lower seated position. The downwardmovement of the valve piston 79 opens communication from the reductionreservoir 54 through passage 144 to the reduction reservoir-.55 throughpassage 143, so that a further reduction inpressure in the equalizingreservoir is effected. This further reduction in equalizing reservoirpressure; operates tomove -the equalizing dischargepiston 87 to openthedischarge valve 91, so that thebrake pipe pressure is further reduced.Thecombined volumes of the reduction. reservoirs 54' and is such that-afullservice reduction in brake pipe pressure is effected,

The No. .1 timing reservoir and the reduction safetyvalve will functiononly in case the pres:

sure at the under side of the valve piston '79 has,

not beendischarged after a predetermined period of time.

, Due to possible leakage after the discharge valve 91 seats after thefirst reduction in brake pipepressure has been made, the piston '75-maynot move up so as, to open the .valve 77, with the resultthat the valvepiston 79 will not be operatedand. the safety valve then functions tovent timing reservoir No. 1 and it will now be evident that when thedischarge valve 91 closesw'after, the first reduction, if the piston '75fails to lift,

due to leakage past the discharge valve 91, then after the time requiredfor the timing reservoir No, 1 to leak down by way of the restrictedexhaust port 156, the diaphragm 93 willm o ve1downwardly, permitting thevalve 96 toopen, so as to vent fluid fromthe under face of piston '19.Said piston will then be operated to open communication betweenthereduction reservoirs 54 and 55,

tocause a full service reduction in brake pipe pressure as would havebeen the case had the valve 7'7 been opened by the operation of thereduction timing valve piston 75.

It will be understood that since the split reduction cut-out valvedevice is moved to its cutin position when the medium speed governorvalve is closed due to the speed of the train being less than the mediumspeed limit, the reduction of brake pipe pressure in two stages, asabove described, will be effective whenever the brakes are automaticallyapplied at any speed less than the medium speed limit.

Inorder to release, the brake valve handle must be first moved to lapposition, as in releasing after passing a medium speed indication, butin this case, it will benoted that in addition to requiring the rechargeof the application pipe 132, the stop reservoir 139 must also berecharged, before the pilot piston 71 will be moved back to releaseposition, As a result, it requires a longer period of time to effect therelease after passing a low speed signal'indication, if the indicationis not acknowledged, and since a full service application of the brakeswas made at a relatively low speed, the train will be brought to a stopbefore the brakescan be released. This operates as a penalty for failureof the engineer to acknowledge a low speed signal indication,

Furthermore, should the train be running at less than the low speedlimitupon passing a low speed signal indication, the brakes will beapplied,- if the engineer fails to acknowledge the indication, so thatif the engineer should happen to be incapacitated when a low speed.indication is received, the train will be brought to a stop even if thespeed is less than the low speed limit.

If the engineer acknowledges the low speed signalindication by movingthehandle 107 to acknowledging position, and the speed of the train isunder the low speed limit, the stop reservoir. 139 will be charged withfluid under pressure as hereinbefore described in the first portion ofthe description of operation when thetrain receives a low speed signalindication. i With the stop reservoir charged with fluid under pressure,when the parts move to low speed position, in which the medium speedslide valve 24-connects the stop reservoir 139 with the application pipe132 the low speed governor valve 14 being closed, since the train isrunning at less than the low speed limit, the pressure in the ap-;plication pipe 132 will be maintained by the pressure in the stopreservoir, so that the application portion of the train controlapparatus will not be operated to effect an application of the brakes.

1 If the speed of the train when a low speed signal indication isreceived exceeds the low speed limit, the engineer should make anapplication of the brakes as well as acknowledge the signal'indicationand sufiicient to reduce the speed of the train to less than the lowspeed limit before the time period expires which is provided byoperation ofthe medium to low speed timing valve device. This willprevent operation. of the train, control :apparatus to effect anapplication of the brakes andthe brakes can thereafter be promptlyreleased-by operating the brake valve device in the usual manner. Thetrain may then proceed ata; speed .less than the low speed limit. a

The object of providing the restricted port 175 for charging theapplication pipe 132 is to prevent operation of the application pilotpiston after the engineer has made an application of the brakes. -Whenthe engineer applies the brakes, the suppression valve 64 is seated,cutting off communication through pipe 132, andafter the governor valvecloses due to the speed of the train having been reduced below theindicated speed limit, that portion of the pipe and passage 132 betweenthe governor valve and the valve 64 would be at atmospheric pressure, ifthe feed passage 175 were not employed, so-that when the engineerreleased the brakes, causing the valve 64 to unseat, the pressure inpilot piston chamber '72 would be vented to that portion of theapplication pipe 132 between the valve 64 and the governor controlledvalve, and this would operate to cause an application of the brakes byoperation of the application portion of the train control apparatus. Byfeeding fluid under pressure into the pipe 132 through restrictedpassage 175, the above undesired action is prevented, since theapplication pipe will be maintained charged after the governor valvecloses.

By employing an additional rotary valve in the brake valve device, theexisting standard brake valve device with the usual rotary valve may beretained and the additional features employed in connection with theautomatic train control are provided by adding a section to the existingbrake valve which includes an additional rotary valve for controllingthe functioning of the train control apparatus.

By employing a pilot valve device for control ling the operation of theapplication valve device, the application valve device may be controlledby full main reservoir pressure and also provides for the supply offluid at main reservoir pressure to the brake valve device, while theother parts of the train control apparatus are subject to fluid at feedvalve pressure or a pressure less than the main reservoir pressure. Inother words, the pilot valve device provides means for separating theapplication valve device from the other parts of the train controlapparatus with respect to fluid pressure.

The reason it is desired to employ fluid pressure in the train controlapparatus which has been reduced from the main reservoir pressure isthat at the reducedpressure, moisture will not precipitate or condenseout of the fluid so readily and this will prevent possible clogging ofthe passages with moisture.

Having now described our'invention what we claim as new and desire tosecure by Letters Patent, is:-

1. In an automatic train control equipment, the combination withautomatic apparatus operable to effect an application of the brakes, ofa brake pipe, manually operable means for reducing the brake pipepressure to effect an application of the brakes, and valve meansoperated by fluid vented from the brake pipe by operation of saidventing the operation of said automatic apparaiw tus, and an additionalvalve means, subject to brake pipe pressure for venting fluid from saidchamber and operated upon a predetermined reduction in brake pipepressure for closing communication through which fluid is vented iromsaid chamber.

3. In an automatic train control equipment, the combination with.automatic apparatus operable to effect an application of the brakes,'ofa brake pipe, manually operable means for reducing the brake pipepressure to eifect an application of the brakes, valve means subject tothe fluid pressure in a chamber and operated by fluid vented from thebrake pipe to said chamber by operation of said manually operable meansfor preventing the operation of said automatic apparatus, and anadditional valve means subject to brake pipe pressure, and controllingcommunication from said chamber to a restricted exhaust port andoperated upon a predetermined reduction in brake pipe pressure forclosing said communication. I

4. In an automatic train control equipment, the combination with a'valve'mechanism operate ed upon a reduction in fluid pressure foreffecting an automatic application of the brakes, of a brake pipe, avalve for controlling communication through which the fluid pressure onsaid valve mechanism is reduced, a movable abutment, sub ject to thepressure in a chamber, for operating said valve, a valvefor controllingcommunication from said chamber to an exhaust port, and a movableabutment subject to brake pipe pressure for operating said valve.

5. In an' automatic train control apparatus, the combination with abrake pipe and a valve mechanism operated upon a'reduction in fluidpressure for effecting a reduction in brake pipe pressure, of a valvefor controlling communication through which the fluid pressure on saidvalve mechanism is reduced, a movableabutment, subject to the pressurein a chamber and operated by fluid vented from the brake pipe forclosing said valve, an additional valve for controlling communicationfrom said chamberto an exhaust port, and a movable abutment, subject tobrake pipe pressure and operated upon a predetermined reduction in brakepipe pressure for closing said additional valve.

- 6. In an automatic train control apparatus, the combination with abrake pipe' and a valve mechanism operated upon a reduction in fluidpressure for effecting a reduction in brake pipe pressure, of a valvefor controlling communication through which the fluid pressure on saidvalve mechanism is reduced, a movable abutment, subject to the pressurein a chamber and operated by fluid vented from the brake pipe forclosing said valve, an additional valve for controlling communicationfrom said chamber to an exhaust port, a movable abutment, subject tobrake pipe pressure and operated upon a predetermined reduction'in brakepipe pressure for closing said valve, and manually operable means foreffecting a reduction in brake pipe pressure.

'7. In an automatic train control apparatus, the combination with abrake pipe and a valve mechanism operated upon a reduction in fluidpressure for effecting a reduction in brake pipe pressure, of manuallyoperable'means for eflecting a reduction in brake pipe pressure andmeans for controlling communication through which the fluid pressure onsaid valve mechanism is reduced and operatedupon failure of saidmanually operable means to effect a predetermined reduction in brakepipe pressure within a predetermined period of time for openingsaidcommunication.

8. In an automatic train control apparatus, the combination withautomatically operable means for efiecting an application of the brakes,a brake pipe, manually operable means for effecting a reduction inibrakepipe pressure to cause, an application of the brakes, and meansoperative while the brake pipe pressure is reducing and for a limitedperiod of time after the reduction in brake pipe pressure ceases toprevent the operation of said automatically operable means to effect anapplication of the brakes;

9. In an automatic train control apparatus, the combination with a brakepipe, a reduction in pressure in'which is adapted to effect anapplication of the brakes, automatic means for effecting a reduction inbrake pipe pressure, and manually operable means forceifectingareduction in brake pipe pressure, of means operating to prevent theautomatic means from'effecting a reduction in brake pipe pressure for alimited period of time after a reduction in brake pipe pressure iseffected by said manually operable means.

10. In an: automatic train control apparatus, the combination with abrake pipe, a reduction in pressure in which is adapted to effect. anapplication 'of'the brakes, automatic means ,for effecting a reductioninbrake pipe pressure, and manually operable means for efiecting areduction in brake pipe pressure, of means operating to prevent theautomatic means from effecting a reduction in brake pipe pressure for alimited r period ;of time after a reduction in brake pipe pressure iseifected by said manually operable means and for further preventing theoperation of said automatic means, if a second reduction in brake pipepressure, suflicient to reduce the brake pipe pressure to apredetermined degree, is effected by the manually operable means withinsaid period of time.

11. In an automatic train control apparatus, the combination with abrake pipe, a reduction in pressure .in which is adapted to effect anapplication of thebrakes, automatic means for effecting a reduction inbrake pipe pressure, and

manually operable means for effecting a reduction in brake pipepressure, of means operating to prevent the automatic meansfrom'effecting a reduction in brake pipe pressure for a limited periodof time after a reduction in brake pipe pressure is effected by saidmanually operable means and :for further preventing theoperation ofsaidautomatic means, if a second reduction in brake pipe pressure iseffected by the manually operable means within said period oftimeu 12.In an automatic train control apparatus, the combination with a brakepipe, automatic train controlled means for effecting 'a reduction inbrake pipe pressure, and manually operable means for effecting areduction in brakepipe pressure, of means for preventing the operationof said automatic means to effect a reduction in brake pipe pressure ifa predetermined reduction in brake pipe pressure is effected by saidmanually operable means, and means for maintaining said preventing meansin the position for preventing operation of the automatic means for alimited period of time, if less than said predetermined reduction inbrake pipe pressure is effected.

13. In an automatic train control apparatus, the combination with abrake pipe, automatic ,train controlled means for eiiecting a reductionin brake pipe pressure; and manually operable means for effecting areduction in brake pipe pressure, of a valve eflective to preventoperation of said automatic means, means operative when the brake pipepressure 'is reduced by operation of saidmanually operable means foroperating said valve, and means operative to maintain said valve in itsposition for preventing operation of the automatic means for apredetermined time after the reduction in brake pipe pressure ceases. g

14in an automatictrain control, apparatus, the combination. with a brakepipe, an equalizing reservoir, a valve device subject to the opposingpressures oi the brake pipe and the equalizing reservoir and operatedupon a reduction in pressure in the reservoir for venting fluid from thebrake pipe, of manually operated means for venting fluid from theequalizing reservoir, automatic means for venting fluid from saidreservoir, and a valve mechanism operated by fluid vented from the brakepipe by operation of said valve device for preventing the operation ofsaid automatic means. i

1 5. In an automatic train control apparatus, the combination with amain reservoir and a brake application valve device subject to fluid atmain reservoir pressure, of a pilot valve device subject to fluid at areduced pressure less than main reservoir pressure for controlling theoperation ofsaid application valve device.

16. In an automatic train control apparatus, the combination with areservoir and a brake application valve device comprising a valve and apiston subiect on opposite sides to fluid at mainreservoir pressure, ofa pilot valve device comprising a piston subject on opposite sides tofluid 'at a pressure, less than main reservoir pressure and :a valveoperated by said piston upon a reduction .in pressure thereon forventing fluid from one side of said application piston.

17.111 an automatic train control apparatus, the combination with a mainreservoir and a brakeapplilcation valve device comprising a valve and apiston subject on one side to fluid at main reservoir pressure, of apilot valve device comprising a piston subject on opposite sides tofluid at a pressure less than main reservoir pressure and .a valveoperated by said piston and having one position for supplying fluid atmain reservoir pressure to the opposite side or said application pistonand another position in which fluid is vented tram said opposite side.

18. In an automatic train control apparatus, the combination withabra'ke pipe, of means for automatically eirec'ting a reduction in brakepipe pressure in two stages and including a first reduction reservoirinto whichfluid is vented by operation or said means to eflect the firstreduction in brake pipe pressure and a second reduction reservoir intowhich fluid is vented to effect the second reduction in brake pipepressure and a valve device controlled maccordance with the speed of thetrain for connecting the first reduction reservoir-to the secondreduction reservoir to thereby render said means ineffective to cause areduction'in brake pipe pressure in two stages.

19. In an automatic train control apparatus,-

the combination with a brake pipe, an equalizing reservoir, and a valvedevice subject to the opposing pressures of the brake pipe and theequalizing reservoir for venting fluid from the brake pipe, of two,reduction reservoirs, valve means for first venting fluid from theequalizing reservoir to one reduction reservoir and then to the otherreduction reservoir, and a valve device controlled in accordancewithth'e'speed of the train and having a position for connectingone'reduction reservoir to the other reduction reservoir.

20. The combination with a brake valve device having a rotary valve andan operating handle therefor for controlling the brakes, of an automatictrain control apparatus and an additional valve controlled by said'operating handle and operative to influence the functioning of the traincontrol apparatus. 1

21. The combination with abrake valve device having a rotary valve andan operating handle therefor for controlling the 'brakes,-'of anautomatic train control apparatus and an additional rotary valveoperable'by said handle for controlling the train control apparatus tothe extent that the same is manually controlled.

22. In an automatic train control apparatus,

the combination with mechanism for automat-- ically ei'lecting anapplication of the brakes, of a brake valve device comprising'a rotaryvalve for controlling the brakes, a handle for-operating said valve, andan additional valve operable by said handle and controlling means foreffecting the movement of said mechanism to release the brakes.

23. In an' automatic train the combination with mechanism forautomatically effecting an application of the brakes, of

a brake valve device comprising a rotary valve for controlling thebrakes, a handle for operating said valve, an additional rotaryva'lveoperable by said handle, and means controlled'by said additionalrotary'valve for controlling the release of the brakes when applied byoperation.

tion of said valve means, and a safety valve de-- vice operating uponfailure of the first'valve device to'act for effecting the operation ofsaid valve mechanism for making a first and then a second reduction inbrake pipe pressure compris-- ing valve means for initiating the secondreduction in brake pipe pressure,'a valve device operating uponcompletion of the first reduction in brake pipe pressure for-effectingtheoperation of said valve means,na safety. valve device operating uponfailure of the first valve device to act for effecting the operation ofsaidvalve means, and means for delaying the operation ;of said safetyvalve device fora period of time after the first reduction in brake pipepressure is completed.

26. The combination-with a brakepipe-and an equalizing discharge valvedevice for venting fluid from the brake pipe, of means for automaticallyeffectingsucce'ssive reductions in brake pipe pressure byoperationofsaid discharge valve device including valve means for initiating thesecond reduction in'brake pipe pressure, a valve devalve device foreffecting the operation of said valve means upon completion of the firstreducl tion in brake pipepressure, and asafety valve device subject tothe pressure of fluid vented from J control apparatus,

the brake pipe in making the first reduction in brake pipe pressure andoperating in case the first valve device fails to act to efiect theopera-v tion of said valve means.

27. The combination with a brake pipe, equalizing reservoir, andanequalizing' discharge valve device subject to the opposing pressuresof the brake pipe and the equalizing reservoir, of areduction reservoir,valvemeans for connecting said reduction reservoir to said equalizingreservoir, a valve for controlling said valve means, a 'm ovableabutment subject to the pressure of fluid vented from the brakepipebyoperation of said discharge valve mechanism for operating said valve,a second valve for controlling said valve means, and a movableabutmentsubject to the pressure of fluid vented from the brake pipeforoperating said second valve.. a 28. The combination'with a brake pipe,equalizing reservoir, and an'equalizing discharge valve device subjectto the opposing pressures of the brake pipe and the equalizingreservoir, of a reduction reservoir, valve means for connecting saidreduction reservoir to said equalizing reservoir, a valve forcontrolling said valve means, a movable abutment subject to the pressureof fluid vented from the brake pipe by operation of said discharge valvemechanism for operating said valve, a second valve for controlling saidvalve means, a reservoir adapted to be charged with fluid vented fromthe brake pipe, and a movable abutment subject to the pressure in saidreservoir .for operating said second valve.

29. The combination with a brake pipe, equalizing reservoir, and anequalizing discharge valve device subject to the opposing pressures ofthe brake pipe and the equalizing reservoir, of a reduction reservoir,valve means for connecting said reduction reservoir to said equalizingreservoir, a valve for controlling said valve means, a movable abutmentsubject to the pressure of fluid vented from the brake pipe by operationof said discharge valve mechanism for operating said valve, a secondvalve for controlling said valve means, a reservoir adaptedto be chargedwith fluid vented from the brake pipe, a movable abutment subject to thepressure in said reservoir for operating said second valve, and a checkvalve for preventing back flow from said reservoir.

30. The combination with a brake pipe, equalizing reservoir, and anequalizing discharge valve device subject to the opposing pressures ofthe brake pipe and the equalizing reservoir, of a reduction reservoir,valve means for connecting said reduction reservoir to said equalizingreservoir, a valve for controlling said valve means, a movable abutmentsubject to the pressure of fluid vented from the brake pipe by operationof said discharge valve mechanism for operating said valve, a secondvalve for controlling said valve means, a reservoir adapted to becharged with. fluid vented from the brake pipe and having a.

restricted blow down port, and a movable abutment subject to thepressure in said reservoir,

for operating said second valve.

31. In an automatic train control apparatus. the combination with anapplication pipe, a reduction in pressure in which is adapted to effectan application of the brakes, a slow acting valve device for ventingfluid from said application pipe, a speed controlled blow down valve, avalve for connecting said slow acting valve device with said blow downvalve, a piston for operating said valve, and a magnet controlled valvefor controlling the operation of said piston.

32. In an automatic traincon'trol apparatus, the combination with anapplication pipe, a reduction in pressu-re-in which is adapted-to effectan application of the brakes, a slow acting valve device for ventingfluidfrom sai'dapplication pipe, a speed controlled blowdow'n valve, aspeed governor controlled valve,avalve for connecting theapplicationpipe to said speed governor controlledvalve, a pistonxforoperating said valve, a second slow acting valve device for controllingthe operation of said piston,fav magnet controlled valve, a valve .forconnecting the first slow acting valve-device with-said blow downspeedgovernor controlled 'valvegagvalve for connecting theapplic'ationpipe tosaidsspeed gov; ernor controlled valve, 'a-p istonior operating saidvalve, a second slow acting valve device for. controlling the operationofsaid' piston', a magnetv controlled valve, a valve for connecting thefirst slow acting valve devicewith said-blow down valve and the secondslow acting valve devicewith said magnetcontrolled valve, a piston foroperating said connecting valve, and a magnetcontrolled valve forcontrolling. the operation of said piston; '34. In an automatic traincontrol apparatus,-

the combination with a pipe and means operated upon a reduction inpressure insaid pipe for ef-- fecting an application of the brakes, of astop reservoir, meansoperated upon a change in the signal indication iorconnecting said stop reservoir to said pipe, and meansund'er the controlof the engineer through which said reservoir is connected to said pipe.

35. In an automatic thec'ombination with a pipe and means operated upona reduction in pressure in said pipeior cf-1 fecting an application ofthe brakes, of a stop reservoir, means for connecting said reservoir tothe atmosphere and operated upon a change in the signal indication forconnecting said stop reservoir to said pipe, and means under the controlof the engineer for controlling communication through which saidreservoir is connected to said pipe.

36. In an automatic train control apparatus, the combination with a pipeand means operated upon a reduction in pressure in said pipe foreffecting an application of the brakes, of a stop reservoir, means forconnecting said reservoir to the atmosphere and operated upon a changein the signal indication for connecting said stop reservoir to saidpipe, and means operable by the engineer for closing communicationthrough which said reservoir is connected to said pipe.

37. In an automatic train control apparatus, the combination with a pipeand means operated upon a reduction in pressure in said pipe foreffecting an application of the brakes, of a stop reservoir, means forconnecting said reservoir to the atmosphere and operated upon a change,in the signal indication for connecting said reservoir to said pipe tothereby effect a reduction in pressure in said pipe and a consequentapplication of the brakes, and means operable by the engineer forclosing communication through which for controlling communicationtraincontrol apparatus,v

said reservoir is connected to said. pipe to prevent an-applicationofthe brakes. 38. Inran automatic train control apparatus, the:combination with a pipe and means operated upon a reduction in pressurein said pipe for effectingan application'of the brakes, of a stopreservoir, means for connecting said reservoir to.

the atmosphere and operated upon a change in the signal indication forconnecting saidreser-.

voir to said pipe to thereby effect a reduction in pressure in said pipeand a consequent application ofthe brakes, and. means operable by theengineer for closing. communication through w'hichsaid reservoir isconnected to said pipe and for opening/"communication for supplyingfluid under pressure to said'reservoir.

39. Irlxan automatic train controlapparatus, theiccmbinationiwith a pipeand means operated upon a reduction in pressure insaid. pipe for ef-.

fecting an application of the brakes, of a stop reservoir, means forconnecting said reservoir to.

th'e atmo 'sphere a'ndoperated upon a change in the signal indicationfor connecting said reservoir to said pipe, to thereby effect areduction in pressure in said pipe, a ,valve device for controllingcommunication through which saidreservoir is connected to said pipe, andmanually operated.

means for operating 'saidvalvedevice to. close said communication.

1 40. In. an automatic trainoontrol apparatus,

. the combination with a pipe and means operated upon a reduction inpressure in said pipe for effecting an application of the brakes, of astop reservoir, means for connecting said reservoir" to theatmosphereand operated upon a change in the signal indication forconnecting said, reservoir to said .pipe, to therebycffect a reductionin pressure in said pipeQa valve devicejoperated by anincrease in fluidpressure for closing communication throughwhich said reservoir isconnected to'said'pipe, and manually operated meansifor supplying fluidto said valve device.

41. In an automatic train control. apparatus, the combination with apipe and means operated upon-"a reduction in pressure in said pipe foreffecting an application of the brakes, of a stop reservoir, meansforconnecting said reservoir to the atmosphere and operated upon achange in the signal indication'for connecting said reservoir to saidpipe, to thereby effect to reduction in pressure inpsaidpipe, a valvedevice operated by an increase in fluid pressure for closingcommunication through which said reservoir is connected to said pipe, anormally charged reservoir, a manually operated valve for connectingsaid reservoir to said valve device, and a restricted blow down port forgradually venting the fluid pressure from said valve device.

42. In an automatic train control equipment, the combination with abrake pipe, of means operated upon a change in the signal indication foreffecting an application of the brakes, manually controlled means foreiiecting a reduction in brake pipe pressure, and means for suppressingthe operation of said signal indication controlled 'means so long as thebrake pipe pressure is being reduced.

43. In an automatic train control equipment,

the combination with a brake pipe, of means opthereby in brake pipepressure for maintaining said suppressing means in its suppressingposition.

44. In an automatic train control equipment, the combination with abrake pipe, of means operated upon a change in the signal indication foreffecting an application of the brakes, manually controlled means foreffecting, a reduction in brake pipe pressure, means operated by fluidvented from the brake pipe. for suppressing the operation of said signalindication controlled means, and means operated upona predeterminedreduction in brake pipe pressure formaintainingsaid suppressing means inits suppressing position.

45. In an automatic train control equipment, the combination with abrake pipe, of means operated upon a change in the signal indication foreffectingan application of the brakes, manually controlled means forefiecting a reduction in brake pipe pressure, means operated by fluidvented from the brake pipe for suppressingthe operation of said signalindication controlled means, and means operated upon-a predeterminedreduction in brake pipe pressure for supplying fluid from the brake pipeto said suppressing means to maintain said suppressing means in itssuppressing position.

46. In an automatic .train control apparatus, the combination with abrake pipe, of means for automatically efiectinga reduction in brakepipe pressure in. two stages, mechanism for cutting said means into andout of operation, and means for effecting the movement of said mechanismto its cut-in position when the speedof the train is less than apredetermined degree.

4'7. In an automatic train control apparatus the combination witha brakepipe, of means for automatically effecting a continuous reduction inbrakepipe pressure-when the speed of the train exceeds a predeterminedspeed limit and for automatically effecting a two stage reduction inbrake pipe pressure when the speed'of the train is less than saidpredetermined speed limit.

' 48. In anautomatic train control apparatus, the combination with abrake pipe, of means for automatically efiecting a continuous reductionin brake pipe pressure or .a gradualreduction in brake pipe pressure,and'means governed by the speed of the train forcausing one or the otherof said reductions to be effected.

49. In an automatic train control apparatus, the

causing one or the otherv of combination with a brake pipe, of means forautomatically efiecting a continuous reduction in brake pipe pressure ora gradual reductionin brake pipe pressure, means for causing, one or theother-of saidreductions'to be effected, and means controlled by thespeed of the train for selectively effecting one or the other of saidreductions.

50. In an automatic train control apparatus, the combination, with abrakepipe, of means for automatically effecting a continuous reductionin brake pipe pressure or a gradual reduction in brake pipe pressure, aspeed, controlled governor, and a valvedevice operated by said governorfor said .reductions to be effected.

51. In an automatic train control equipment,

the combination with automatic apparatus oper.

able to effectv an applicationof the brakes, of a brake pipe, rnanuallyoperableymeans for-reducing the brake pipe, pressure to eflectanapplication of the brakes, and. valve means operated by fluid ventedfromthe brake pipe by operation 0! said manually operable means forpreventing the operationof said automatic apparatus, communi-- brakepipe, manually operable means for reduc-'- ing the brake pipepressure toeffect an application of the brakes, and valve means operated by fluidvented from the, brake pipe by operation of said manuallyoperable'means; for preventing the operation of said automaticapparatus, communication through which fluid vented from the brake pipeis supplied to said valve means being closed when the automaticapparatus operates .to effect anapplication of the brakes. i

53. In an-automatic train control, apparatus, the combination with abrake pipe, of means for automatically effecting a reductionin brakepipe pressure in two stages, a speed governor operated at a speedproportional to the speed of the train, and means operated by said speedgovernor when the speed of the train'exceeds a predetermined speed limitfor preventing the brake pipe pressure from being reduced in two stages.

CLYDE C. FARMER. THOMAS H. THOMAS.

